EP0322681B1 - Vehicle rear wheel steer angle control system - Google Patents
Vehicle rear wheel steer angle control system Download PDFInfo
- Publication number
- EP0322681B1 EP0322681B1 EP88121139A EP88121139A EP0322681B1 EP 0322681 B1 EP0322681 B1 EP 0322681B1 EP 88121139 A EP88121139 A EP 88121139A EP 88121139 A EP88121139 A EP 88121139A EP 0322681 B1 EP0322681 B1 EP 0322681B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- steering
- rear wheel
- control system
- steer angle
- wheel steer
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/04—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1554—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a fluid interconnecting system between the steering control means of the different axles
- B62D7/1572—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a fluid interconnecting system between the steering control means of the different axles provided with electro-hydraulic control means
Definitions
- the invention relates to a rear wheel steering control system as indicated in the precharacterizing part of claim 1.
- Such a prior art rear wheel steering system uses a computer and detector means supplying a turning rate of the vehicle to the computer which determines a reference steering angle of the rear wheels and a velocity derivative is fed to the computer which then determines a corrective steering angle and processes both in order to determine the steering angle to be fed via an actuator to the rear wheels.
- JP-A-60-229873 Another conventional example of such a rear wheel steering system is disclosed in JP-A-60-229873.
- the control constants K and 7, are so determined as to obtain a flat characteristic of the yaw rate gain. Therefore, an opposite-phase steering period ⁇ T 1 during which the rear wheels are steered in the opposite direction to the steering direction of the front wheels is considerably long as shown in Fig. 8. This causes passengers of the vehicle to feel, at the beginning of a turn, the unnatural feeling that the rear end of the vehicle is swung in the direction opposite to the centripetal direction, and degrades the riding comfort.
- the rear wheel steer angle is controlled as shown by a dotted line b in Fig. 8, and the opposite-phase steering period is reduced from ⁇ T 1 to AT 2 .
- the amount of the opposite-phase steering is decreased from - ⁇ r1 to - b r2 as shown in Fig. 8, and accordingly the response characteristic of yaw is deteriorated.
- the controller comprises first operational means 101 for determining a first desired rear wheel steer angle so as to hold a yaw rate gain of the vehicle substantially constant, second operational means 102 for determining a second desired rear wheel steer angle in accordance with a steering acceleration, and third operational means 103 for adding the second desired rear wheel steer angle to the first desired rear wheel steer angle.
- This control system can control the rear wheel steer angle so as to make flat the yaw rate gain characteristic with respect to the steering frequency, and produce the yaw rate in proportion to the steering amount independently of the steering speed without a phase lag. Furthermore, this control system adds the steer angle dependent on the steering acceleration to the rear wheel steer angle. With this additional steer angle, the control system can reduce the opposite-phase steering period without decreasing the opposite-phase steering amount.
- the controller may further comprises differentiating means 104 for determining first and second derivatives of a steering input such as a steering wheel angle, means 105 for determing a pro- poritional constant K, and a first derivative constant ⁇ 1 , and means 106 for determining a second derivative constant 72 .
- FIG. 1 One embodiment of the present invention is shown in Fig. 1.
- a four wheel steering vehicle shown in Fig. 1 includes left and right front wheels 1 L and 1 R, left and right rear wheels 2L and 2R, and a steering wheel 3.
- the front wheels 1 and 1 R are connected with the steering wheel 3 through a steering gear 4 in a conventional manner.
- the rear wheels 2L and 2R are connected with a rear wheel steering actuator 5, so that the rear wheels 2L and 2R are also steerable.
- the actuator 5 of this embodiment is a spring center type hydraulic actuator having left and right pressure chambers 5L and 5R.
- the actuator 5 steers the rear wheels 2L and 2R in the righthand direction through an angle proportional to the pressure.
- the actuator 5 steers the rear wheels 2L and 2R in the lefthand direction through an angle proportional to the pressure.
- the control valve 6 for controlling the fluid presure supplied to the actuator 5.
- the control valve 6 includes four variable orifices 6a, 6b, 6c and 6d, which are connected in a bridge circuit. This bridge circuit is connected with a pump 7, a reservoir 8, a left fluid passage 9 leading to the left pressure chamber 5L of the actuator 5, and a right fluid passage 10 leading to the right pressure chamber 5R of the actuator 5.
- the control valve 6 further includes left and right solenoids 6L and 6R.
- a controller 11 is connected with the solenoids 6L and 6R for controlling the exciting currents I L and I R .
- the controller 11 of this embodiment is connected with a steering input sensor 12 and a vehicle speed sensor 13.
- the steering input sensor 12 is a steering angle sensor for sensing a steering wheel angle 0 of the vehicle.
- the vehicle speed sensor 13 senses a vehicle speed V of the vehicle.
- Output signals of the sensors 12 and 13 are inputted into the controller 11.
- the controller 11 controls the rear wheel steer angle in accordance with 0 and V by regularly repeating a sequence of operations shown in Fig. 2 in a predetermined operating cycle At (for example, 100 msec).
- the controller 11 starts the program shown in Fig. 2 each time the period At elapses.
- the controller 11 reads the steering angle 0 and the vehicle speed V, which are sensed by the sensors 12 and 13.
- the controller 11 obtains values of proportional constant K, first derivative constant ⁇ 1 , and second derivative constant 72 , corresponding to a current value of the vehicle speed V, from data tables stored in a memory section of the controller 11.
- the proportional constant K and the first derivative constant ⁇ 1 are so determined as to provide a flat characteristic of the vehicle yaw rate gain with respect to the steering frequency.
- the second derivative constant 72 is characteristic of the present invention, and equal to or smaller than zero.
- the controller 11 determines a steering angular speed 6 and a steering angular acceleration 6.
- the steering angular speed 6 is set equal to a fraction whose numerator is a difference between a current value 0 of the steering angle obtained in the current operating cycle, and an old value ⁇ k of the steering angle which was obtained k cycles ago, and whose denominator is a product obtained by multiplying the cycle time At by k.
- the steering acceleration is determined by dividing a difference between the current steering angular speed value 6 determined in the current cycle, and an old steering angular speed value ⁇ k determined in the previous cycle k cycles ago, by At times k.
- the controller 11 determines the rear wheel steer angle ⁇ r by using the proportional constant K, the first derivative constant ⁇ 1 , the second derivative constant 72 , the steering angle 0, the steering angular speed 6 and the steering angular acceleration 6, according to the following equation.
- the controller 11 determines values of the solenoid exciting currents I R and I L required to achieve the rear wheel steer angle calculated at the step 24, by using data tables coresponding to the graphs shown in Figs. 3 and 4.
- the controller 11 outputs the currents I R and I L determined at the steps 25 and 26, to the right and left solenoids 6R and 6L. Consequently, the rear wheels 2L and 2R are steered by the actuator 5, and the actual rear wheel steer angle is made equal to the calculated rear wheel steer angle.
- the proportional term Ke, the first derivative term ⁇ 1 6 and the second derivative term ⁇ 2 ⁇ of this control system vary as shown, respectively, by dotted line, one dot chain line, and two dot chain line in Fig. 5.
- the rear wheel steer angle ⁇ r which is the algebraic sum of the proportional term, the first derivative term and the second derivative term, varies as shown by a solid line c in Fig. 5.
- the curve c of Fig. 5 and the curve a of Fig. 7 are plotted in the same graph.
- the control system of this embodiment can decrease the opposite-phase steering period during which the rear wheels 2L and 2R are steered in the direction opposite to the steering direction of the front wheels 1 and 1 R, from ⁇ T 1 to AT 3 without decreasing the amount of the opposite-phase steering of the rear wheels. In this way, the control system of this embodimentcan lessens the unnatural feeling that the rear end of the vehicle is swung in the direction opposite to the centripetal direction, without deteriorating the response of the yawing motion.
- Figs. 9,10 and 11 shows examples of the proportional constant, the first derivative constant and the second derivative constant which can be used in the control system of Fig. 1.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Description
- The invention relates to a rear wheel steering control system as indicated in the precharacterizing part of claim 1.
- Such a prior art rear wheel steering system, GB-A-2 151 997, uses a computer and detector means supplying a turning rate of the vehicle to the computer which determines a reference steering angle of the rear wheels and a velocity derivative is fed to the computer which then determines a corrective steering angle and processes both in order to determine the steering angle to be fed via an actuator to the rear wheels.
- Another conventional example of such a rear wheel steering system is disclosed in JP-A-60-229873. This rear wheel steering system is arranged to steer the rear wheels so that the rear wheel steer angle δ, is made equal to the algebraic sum of a proportional term obtained by multiplying the
steering angle 0 by a positive proportional constant K, and a first derivative term obtained by multiplying a steeringangular speed 6 by a negative first derivative constant 7, ( δ, = Ke + 7 , θ̇). - When the
steering angle 0 is varied as shown in Fig. 7, this control system varies the proportional control quantity Ke and the derivativecontrol quantity τ 1 6 as shown by a dotted line and a one dot chain line in Fig. 7. As a result, the rear wheel steer angle δr is controlled as shown by a solid line a in each of Figs. 7 and 8. - The control constants K and 7, are so determined as to obtain a flat characteristic of the yaw rate gain. Therefore, an opposite-phase steering period △T1 during which the rear wheels are steered in the opposite direction to the steering direction of the front wheels is considerably long as shown in Fig. 8. This causes passengers of the vehicle to feel, at the beginning of a turn, the unnatural feeling that the rear end of the vehicle is swung in the direction opposite to the centripetal direction, and degrades the riding confort.
- It is possible to meet this problem by decreasing the first derivative constant τ1 . In this case, the rear wheel steer angle is controlled as shown by a dotted line b in Fig. 8, and the opposite-phase steering period is reduced from △T1 to AT2. However, the amount of the opposite-phase steering is decreased from - δr1 to - br2 as shown in Fig. 8, and accordingly the response characteristic of yaw is deteriorated.
- It is the object of the invention to provide a rear wheel steering control system which can decrease the opposite-phase steering period without decreasing the opposite-phase steering amount.
- According to the invention, this object is solved by the features as claimed in the characterizing part of claim 1.
- As schematically shown in Fig. 12, the controller comprises first
operational means 101 for determining a first desired rear wheel steer angle so as to hold a yaw rate gain of the vehicle substantially constant, secondoperational means 102 for determining a second desired rear wheel steer angle in accordance with a steering acceleration, and thirdoperational means 103 for adding the second desired rear wheel steer angle to the first desired rear wheel steer angle. - This control system can control the rear wheel steer angle so as to make flat the yaw rate gain characteristic with respect to the steering frequency, and produce the yaw rate in proportion to the steering amount independently of the steering speed without a phase lag. Furthermore, this control system adds the steer angle dependent on the steering acceleration to the rear wheel steer angle. With this additional steer angle, the control system can reduce the opposite-phase steering period without decreasing the opposite-phase steering amount.
- The controller may further comprises differentiating
means 104 for determining first and second derivatives of a steering input such as a steering wheel angle, means 105 for determing a pro- poritional constant K, and a first derivative constant τ1, and means 106 for determining a second derivative constant 72. -
- Fig. 1 is a schematic view of a four wheel steering vehicle for showing one embodiment of the present invention.
- Fig. 2 is a flowchart performed by a controller 11 shown in Fig. 1.
- Figs. 3 and 4 are graphs showing relationships between a rear wheel steer angle and right or left solenoid exciting current IR or IL, used in the control system of Fig. 1.
- Fig. 5 is a time chart showing the rear wheel steer angle according to the control system of Fig. 1.
- Fig. 6 is a time chart showing the rear wheel steer angle according to the control system of Fig. 1, in comparison with the result of a conventional control system.
- Figs. 7 and 8 are time charts of the rear wheel steer angle according to the conventional control system.
- Figs. 9,10 and 11 are graphs showing vehicle speed dependent characteristics of proportional constant, first derivative constant and second derivative constant.
- Fig.12 is a diagram schematically showing functions of the controller 11 of the present invention.
- One embodiment of the present invention is shown in Fig. 1.
- A four wheel steering vehicle shown in Fig. 1 includes left and right front wheels 1 L and 1 R, left and right
rear wheels steering wheel 3. The front wheels 1 and 1 R are connected with thesteering wheel 3 through a steering gear 4 in a conventional manner. Therear wheels wheel steering actuator 5, so that therear wheels - The
actuator 5 of this embodiment is a spring center type hydraulic actuator having left andright pressure chambers right chamber 5R, theactuator 5 steers therear wheels left chamber 5L, theactuator 5 steers therear wheels - There is provided an electromagnetic proportional rear wheel
steering control valve 6 for controlling the fluid presure supplied to theactuator 5. Thecontrol valve 6 includes fourvariable orifices reservoir 8, aleft fluid passage 9 leading to theleft pressure chamber 5L of theactuator 5, and aright fluid passage 10 leading to theright pressure chamber 5R of theactuator 5. Thecontrol valve 6 further includes left andright solenoids solenoids variable orifices 6a and 6b, and thevariable orifices 6c and 6d are all fully opened, so that both of thepressure chambers solenoid orifice pair 6c and 6d or theorifice pair 6a and 6b is closed to an opening degree corresponding to the magnitude of the exciting current, so that the fluid pressure corresponding to the current IL or IR is supplied to thepressure chamber rear wheels - A controller 11 is connected with the
solenoids steering input sensor 12 and avehicle speed sensor 13. In this embodiment, thesteering input sensor 12 is a steering angle sensor for sensing asteering wheel angle 0 of the vehicle. Thevehicle speed sensor 13 senses a vehicle speed V of the vehicle. Output signals of thesensors - At a
step 21, the controller 11 reads thesteering angle 0 and the vehicle speed V, which are sensed by thesensors - At a
next step 22, the controller 11 obtains values of proportional constant K, first derivative constant τ1 , and second derivative constant 72, corresponding to a current value of the vehicle speed V, from data tables stored in a memory section of the controller 11. The proportional constant K and the first derivative constant τ1, are so determined as to provide a flat characteristic of the vehicle yaw rate gain with respect to the steering frequency. The second derivative constant 72 is characteristic of the present invention, and equal to or smaller than zero. - At a
step 23, the controller 11 determines a steeringangular speed 6 and a steeringangular acceleration 6. In this embodiment, the steeringangular speed 6 is set equal to a fraction whose numerator is a difference between acurrent value 0 of the steering angle obtained in the current operating cycle, and an old value θk of the steering angle which was obtained k cycles ago, and whose denominator is a product obtained by multiplying the cycle time At by k. -
- At a
step 24, the controller 11 determines the rear wheel steer angle δr by using the proportional constant K, the first derivative constant τ1 , the second derivative constant 72, thesteering angle 0, the steeringangular speed 6 and the steeringangular acceleration 6, according to the following equation. - At
steps step 24, by using data tables coresponding to the graphs shown in Figs. 3 and 4. Atsteps steps left solenoids rear wheels actuator 5, and the actual rear wheel steer angle is made equal to the calculated rear wheel steer angle. - When the
steering wheel angle 0 is varied as shown in Fig. 5, the proportional term Ke, the firstderivative term τ 1 6 and the second derivative term τ2θ̈ of this control system vary as shown, respectively, by dotted line, one dot chain line, and two dot chain line in Fig. 5. The rear wheel steer angle δr which is the algebraic sum of the proportional term, the first derivative term and the second derivative term, varies as shown by a solid line c in Fig. 5. - In Fig. 6, the curve c of Fig. 5 and the curve a of Fig. 7 are plotted in the same graph. As known from the comparison between the curves c and a in Fig. 6, the control system of this embodiment can decrease the opposite-phase steering period during which the
rear wheels - Figs. 9,10 and 11 shows examples of the proportional constant, the first derivative constant and the second derivative constant which can be used in the control system of Fig. 1.
Claims (8)
characterized in that
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP330281/87 | 1987-12-28 | ||
JP62330281A JP2740176B2 (en) | 1987-12-28 | 1987-12-28 | Vehicle rear wheel steering method |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0322681A2 EP0322681A2 (en) | 1989-07-05 |
EP0322681A3 EP0322681A3 (en) | 1990-10-03 |
EP0322681B1 true EP0322681B1 (en) | 1994-02-16 |
Family
ID=18230896
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP88121139A Expired - Lifetime EP0322681B1 (en) | 1987-12-28 | 1988-12-16 | Vehicle rear wheel steer angle control system |
Country Status (5)
Country | Link |
---|---|
US (1) | US5150764A (en) |
EP (1) | EP0322681B1 (en) |
JP (1) | JP2740176B2 (en) |
KR (1) | KR930005856B1 (en) |
DE (1) | DE3887860T2 (en) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0829670B2 (en) * | 1988-02-18 | 1996-03-27 | 日産自動車株式会社 | Front and rear wheel drive force distribution control vehicle auxiliary steering method |
JP2641743B2 (en) * | 1988-09-22 | 1997-08-20 | 本田技研工業株式会社 | Rear wheel control method for four-wheel steering vehicles |
DE69216673T2 (en) * | 1991-03-30 | 1997-05-07 | Mazda Motor | Rear wheel steering for a motor vehicle |
US5388658A (en) * | 1991-12-02 | 1995-02-14 | Imra America, Inc. | Integrated torque and steering control system |
JPH05229444A (en) * | 1992-02-05 | 1993-09-07 | Toyota Motor Corp | Rear wheel steering control device for four-wheel steering vehicle |
JPH06211152A (en) * | 1993-01-19 | 1994-08-02 | Aisin Seiki Co Ltd | Steering device of vehicle |
JPH0848256A (en) * | 1994-08-08 | 1996-02-20 | Toyota Motor Corp | Travel control device of vehicle |
US5608630A (en) * | 1995-02-17 | 1997-03-04 | Poelouev; Avenir P. | Universal dynamic stabilizer |
KR0184435B1 (en) * | 1996-07-11 | 1999-04-01 | 김영귀 | Method of controlling the angle of a rear wheel of 4-wheel steering system |
JPH10297312A (en) * | 1997-04-28 | 1998-11-10 | Honda Motor Co Ltd | Yaw moment control device for vehicle |
US7881841B2 (en) * | 2006-12-28 | 2011-02-01 | Caterpillar Inc. | Motion-control system |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2322062A1 (en) * | 1973-05-02 | 1974-11-21 | Volkswagenwerk Ag | STEERING DEVICE FOR VEHICLES |
JPS5711173A (en) * | 1980-06-24 | 1982-01-20 | Nissan Motor Co Ltd | Method of controlling steering angle for vehicle capable of steering two sets of wheels |
JPS5787759A (en) * | 1980-11-18 | 1982-06-01 | Nissan Motor Co Ltd | Method of steering vehicle |
JPS5967170A (en) * | 1982-10-09 | 1984-04-16 | Nippon Seiko Kk | Steering device of car |
JPS59186774A (en) * | 1983-03-07 | 1984-10-23 | Mazda Motor Corp | Steering gear for four wheels of vehicle |
JPS60124571A (en) * | 1983-12-09 | 1985-07-03 | Kayaba Ind Co Ltd | Steering controller for car |
GB2151997B (en) * | 1983-12-23 | 1987-09-03 | Honda Motor Co Ltd | Steering system for vehicles |
JPH0674052B2 (en) * | 1984-01-31 | 1994-09-21 | 日産自動車株式会社 | Vehicle steering method |
JPS60161263A (en) * | 1984-01-31 | 1985-08-22 | Nissan Motor Co Ltd | Control for rear-wheel steering |
JPS60161256A (en) * | 1984-01-31 | 1985-08-22 | Nissan Motor Co Ltd | Auxiliary steering for car |
JPH07112826B2 (en) * | 1984-04-27 | 1995-12-06 | トヨタ自動車株式会社 | Rear-wheel steering control method for four-wheel steering vehicle |
JPS61220974A (en) * | 1985-03-27 | 1986-10-01 | Honda Motor Co Ltd | All-wheel steering gear for vehicles |
JP2578142B2 (en) * | 1987-11-30 | 1997-02-05 | 日産自動車株式会社 | Auxiliary steering system for vehicles |
-
1987
- 1987-12-28 JP JP62330281A patent/JP2740176B2/en not_active Expired - Fee Related
-
1988
- 1988-12-16 DE DE3887860T patent/DE3887860T2/en not_active Expired - Fee Related
- 1988-12-16 EP EP88121139A patent/EP0322681B1/en not_active Expired - Lifetime
- 1988-12-24 KR KR1019880017418A patent/KR930005856B1/en not_active IP Right Cessation
-
1990
- 1990-10-01 US US07/593,269 patent/US5150764A/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
KR890009710A (en) | 1989-08-03 |
JP2740176B2 (en) | 1998-04-15 |
DE3887860D1 (en) | 1994-03-24 |
KR930005856B1 (en) | 1993-06-25 |
JPH01175573A (en) | 1989-07-12 |
EP0322681A3 (en) | 1990-10-03 |
DE3887860T2 (en) | 1994-05-19 |
EP0322681A2 (en) | 1989-07-05 |
US5150764A (en) | 1992-09-29 |
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